Summary On 28 October 2005 at 0733 eastern daylight time, while proceeding upbound in the St.Mary's River in Ontario with intermittent reduced visibility in fog patches, the bulk carrier Michipicoten ran aground near Brush Point Lighted BuoyG17. The vessel was refloated several hours later with no damage or injuries. Ce rapport est galement disponbible en franais. Other Factual Information Particulars of the Vessel Vessel Description The Michipicoten is typical of the split accommodation design of Great Lakes bulk carriers of the pre-1960s. The vessel's semi-circular wheelhouse is situated atop the forward accommodation deckhouse. Some of the wheelhouse windows at the forward conning station locations are of the vertically opening type. The equipment in the wheelhouse includes two radars and an electronic chart system (ECS). The steering station is located on a raised platform in the middle of the wheelhouse providing the wheelsman with a good view ahead while in close proximity to the course and rudder angle indicators. History of the Voyage The Michipicoten departed2 the Algoma Steel docks at Sault Ste. Marie, Ontario, in ballast condition, upbound for the loading port at Marquette, Michigan, United States. During very high frequency (VHF) radiotelephone communication with Soo Traffic Control,3 the master mistakenly identified his vessel as the Saginaw. At the time of departure, the bridge crew consisted of the master and wheelsman. About five minutes into the voyage, the chief officer (C/O) joined the bridge team for a short time and was then permitted by the master to go below to attend to other duties. Even though the master had intended to have the C/O return as soon as possible, the officer was otherwise occupied and did not return to the bridge- nor did the master insist on his return. With the wheelsman at the helm, the master continued to con the vessel, perform lookout duties, respond to VHF communications, and perform other tasks. The master was conning the vessel mainly from the pilot's chair, which is forward and starboard of centre. From this position, he had to lean back and look over his right shoulder to see the ECS unit. The light level of the unit's screen was set to monochrome night display, which coloured the entire screen in red. The screen had also been covered with a red transparency to further lower the brightness of the screen. This reduced the clarity of information displayed, including the vessel's position icon. The port 3cm radar and the starboard 10cm radar were operating and set to range scales of 1.5and 3miles, respectively. River conditions were calm with increasing periods of reduced visibility in fog patches. The vessel's fog signal was not sounding nor was an additional lookout posted. None of the Michipicoten's wheelhouse windows were opened to improve the view ahead and increase the chance of hearing any signals from other vessels. At 0701, the Michipicoten increased speed to approximately 8.5knots and left the Canadian channel. While communicating with Soo Traffic Control, upon entering the upper St. Mary's River, the master again misidentified his vessel as the Saginaw. At this time, the Michipicoten was approximately one-half to three-quarters of a mile ahead of the tug DorothyAnn and barge Pathfinder. Both vessels were upbound and had just departed McArthur Lock. There was VHF communication between the vessels regarding the possibility of the tug and barge overtaking the Michipicoten. Near the line between Brush Point BuoyG13 and Pointe aux Pins, the Michipicoten altered course to port to follow the recommended main channel course of 210true (T) in the direction of Pointe Louise. The next course alteration to 238T (starboard course alteration) would take place at the line between Brush Point BuoyG17 and Pointe Louise. At approximately 0723, while approaching the next course alteration, fog had obscured the channel's easterly limit on the vessel's port side, and the master could not see the next forward set of ranges. While attempting to see buoys on the channel's easterly limit, he was in communication with Soo Traffic Control. At this time, he reportedly gave the wheelsman the order "20degrees starboard" with the intention of settling on the new course of 238T. The wheelsman, however, heard the order as "20degrees port." As a result, he turned the wheel until the rudder angle indicated 20degrees to port. He then repeated the order, although the master has no recollection of the order being repeated. As soon as the helm order was given, the master turned his attention toward communicating with the DorothyAnn about the possibility of being overtaken. As the Michipicoten began turning to port, the master did not observe the movement of the rudder angle indicator from his forward seated position. At approximately 0725, the master saw the image of what appeared to be the ranges at Brush Point reflected in one of the wheelhouse windows. He interpreted this image to mean that the vessel was turning to starboard. At 0727, the Michipicoten was continuing to turn to port. Meanwhile, the wheelsman was able to see the electronic chart display from the steering position. Although untrained in its use, he deduced that the Michipicoten was southbound, out of the channel, and informed the master that the last manoeuvring instruction to port may have been a mistake. The master immediately ordered "hard to starboard." The Michipicoten reduced its turning rate to port and started turning to starboard. However, the vessel was too close to the channel's southeasterly side and at 0733 the vessel grounded in soft mud, just inside the Canadian border between Brush Point buoys G17and P19in position 4627'34"N, 08428'23"W (see Figure2). Following the grounding, all tanks were sounded, and no ingress of water or apparent damage was found. In its grounded position, the vessel did not obstruct either upbound or downbound traffic. The vessel remained grounded until tug assistance was provided several hours later. Electronic Chart System The ECS delivers an automatic and continuous display of present position, heading, course, and speed of the vessel. Since the ECS automatically displays and continually assesses chart and navigation-related information, a mariner can concentrate on navigating the vessel. Although the ECS does not meet International Maritime Organization (IMO) performance standards for electronic chart display and information systems (ECDIS), it has nonetheless gained widespread acceptance and considerable commercial use because it offers mariners an efficient source of navigational information. A feature within the ECS software provides the end user with light-level controls, allowing the display to be illuminated for various ambient light conditions. The ECS in use on the Michipicoten has three default settings: default day, default dusk, and default night. The display colour palette can also be inverted to produce a negative image of the previous screen. Additionally, a "monochrome" option allows the entire image to be shown in red, green or blue. At the time of the occurrence, the display was set to the default night mode with the red monochrome option. Additionally, a red transparency had been placed over the screen to further reduce brightness. Although navigation details were thus harder to discern, this did not prevent the wheelsman from using the chart display as a cue to warn the master that the vessel had left the intended track. Personnel Master The master held a master's certificate, Canadian inland waters, since 18May1999 and had been employed by Lower Lakes Towing, Ltd. since2003. He was given alternating positions of mate and master for the vessels Michipicoten and Saginaw until he became familiar with the piloting and handling characteristics of each vessel. Each of these work periods lasted an average of several months. Previously, he had worked several years for Seaway Marine Transport as a second officer andC/O. Wheelsman The wheelsman received a bridge watch certificate4 in September2005. He was new to the profession and had a total of three months' experience in the position. During that time, he had made approximately 11trips through the area. Master's Work/Rest Periods The results of calculations used in determining whether a person's 24-hour and 48-hour work/rest schedule depend on the specific hour chosen as to when the period under review begins and ends. In this instance, calculations began at 0730 on October25 and ended at 0730 on October28. The master piloted the bulk carrier Saginaw for 15.5consecutive hours from 0730 until 2300on October25. Commencing at 1500the following day, he piloted the vessel single-handedly for another 15consecutive hours until 0600on October27. Finally, commencing at2200, he piloted the Saginaw for seven and a half hours until it arrived at the Algoma Steel docks, Sault Ste. Marie, at 0520on October28. Minutes later, he boarded the Michipicoten at about 0545and piloted it until it grounded less than two hours later at0730.5 The master rested for a total of four and a half continuous hours during the 24-hour period beginning at 0730 on October25. Later on October26, he rested for seven and a half continuous hours and, on October27, he rested for nine and a half continuous hours.6 He obtained a total of 13.5hours of rest during the 48-hour period commencing at 0730, October25, and the same time on October27. During a second 48-hour period between 0730, October26, and 0730, October28, he obtained a total of 19hours.7 Between rest periods on October26, the master worked a relatively short period of four hours between 0330 and 0730. Similarly, he worked four and half hours between rest periods on October27.8 Bridge Resource Management Bridge Resource Management (BRM) is the effective management and utilization of all resources available to the bridge team to ensure the safe completion of the vessel's voyage. In this instance, the master was conning and navigating the vessel through restricted waterways and in reduced visibility, as well as attending to all VHF communications, log book entries, lookout, and other watchkeeping duties. Elements of BRM, including passage planning, consideration of bridge crewing levels,9 and the effective use of radar and ECS, were not practiced. Weather There were conflicting accounts as to visibility. Some information indicates that there were sections of zero visibility and intermittent reduced visibility for approximately 30minutes before the grounding. Other information indicates that visibility was relatively clear until 5or 10minutes before the grounding. Environment Canada weather data for the general area, including the upper St. Mary's River, indicate that, from 0500until almost 0800, there were increasing periods of reduced visibility with little to no wind.10 The area from Sault Ste. Marie to Whitefish Bay was affected by fog and freezing fog (sublimation).